2010 Borg Warner Airwerks Turbo catalog
#586
is this the internally gated option turbo?ifso,wouldnt that graph be suspect for wastgate creep?i mean,i know these are badass!!,but the graph just doesnt look right.im buying one ,so dont think im trying to down play them,just want to discuss what im thinking..
#587
Originally Posted by Geoff from over on the supra forums
The sierra sierra team spins that turbo wayyy beyond "safe" shaft speeds (as seen from their shaft speed logs) and it is run on a mustang (aka heart breaker dyno) at high altitude in the Nevada mountains. That combined with cams that werent optimal, and a turbo that is oversped - they are actually reaching choke flow - the limit of air flowing through a given hole size. This will make a lot more power and respond very differently at sea level and on a different engine as well as dyno.
H. Kurt Betton
#588
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I agree that the graph doesn't "look right". Even if we disregard the actual numbers (which are corrected, IIRC), the torque curve looks disappointing, especially for a 2.2L. However, if these charts were from a high-altitude dyno run, then that might explain some of it, along with the alleged "poor cam" timing.
For now I'm assuming that we'll see much better results once the turbos start shipping. I'm especially keen on seeing the 7 series results. But until I see said results, my money will stay in my bank account. Been burned one too many times on vapor ware... (although never from Full-Race). At this point my Evo's got one more major upgrade in it before I go into pure maintenance mode.
l8r)
#590
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The 8374 just looks like the turbo is choked out on compressor flow. Looks about right too as the engine hits peak HP almost immediately then HP slowly drops as friction losses and EBP losses increase as the revs get higher. To have a truly flat torque curve, your VE has to INCREASE with RPM to make up for frictional losses.
The 9180 shows a pretty reasonable torque curve and IMO shows that it's not really being choked by the exhaust side at all.
Geoff, can we get turbine exducer diameters on these turbochargers? I'm just interested in comparing flow between Garrett and the EFR turbochargers and it seems like comparing based on exducer might be the more relevent method. The GT series flows very well for a given inducer, but I think it has more to do with the high trim of the turbine then anything else.
The 9180 shows a pretty reasonable torque curve and IMO shows that it's not really being choked by the exhaust side at all.
Geoff, can we get turbine exducer diameters on these turbochargers? I'm just interested in comparing flow between Garrett and the EFR turbochargers and it seems like comparing based on exducer might be the more relevent method. The GT series flows very well for a given inducer, but I think it has more to do with the high trim of the turbine then anything else.
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after seeing these things in person at PRI, I am losing sleep waiting for the T4 divided EFR's to come out. I am in the same boat as Aaron though. I need to sell off my kit, make love to some rich old ladies to get this done. Not like that's gonna stop me. haha.
I am really leaning towards the 8374 personally on my 2.0L, with possiblities of going to a 2.2L down the road. Personally, I thought the 7670 was the ticket, but I would rather get the power with less boost and keep temps down when rolling around the track 3-5 times each time.
I am really leaning towards the 8374 personally on my 2.0L, with possiblities of going to a 2.2L down the road. Personally, I thought the 7670 was the ticket, but I would rather get the power with less boost and keep temps down when rolling around the track 3-5 times each time.
#593
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The 8374 just looks like the turbo is choked out on compressor flow. Looks about right too as the engine hits peak HP almost immediately then HP slowly drops as friction losses and EBP losses increase as the revs get higher. To have a truly flat torque curve, your VE has to INCREASE with RPM to make up for frictional losses.
The 9180 shows a pretty reasonable torque curve and IMO shows that it's not really being choked by the exhaust side at all.
Geoff, can we get turbine exducer diameters on these turbochargers? I'm just interested in comparing flow between Garrett and the EFR turbochargers and it seems like comparing based on exducer might be the more relevent method. The GT series flows very well for a given inducer, but I think it has more to do with the high trim of the turbine then anything else.
The 9180 shows a pretty reasonable torque curve and IMO shows that it's not really being choked by the exhaust side at all.
Geoff, can we get turbine exducer diameters on these turbochargers? I'm just interested in comparing flow between Garrett and the EFR turbochargers and it seems like comparing based on exducer might be the more relevent method. The GT series flows very well for a given inducer, but I think it has more to do with the high trim of the turbine then anything else.
i dont think much tuning time was used on the EFR8374 and they focused all their time on the 9180. the 9180 tune looks nuts for being a mustang dyno and that spool is pretty damn good!
#594
Regards,
H. Kurt Betton
#595
Hi everybody ! =)
I'm choosing a turbo for my evo 9. Guys, Is it possible to have 500 hp on efr 6758(twinscoll + 2 external westgates) & also to have spool, better than stock ?
Do anybody use that turbo?
I'm choosing a turbo for my evo 9. Guys, Is it possible to have 500 hp on efr 6758(twinscoll + 2 external westgates) & also to have spool, better than stock ?
Do anybody use that turbo?
#596
Evolving Member
I don't think you would get the 500 hp. It would be pretty tough to do. The 7064 would be better suited for that. I don't have one though! Just looking at the compressor maps.
#597
#598
Loads of good info in the thread.
Not sure if anyone has asked but what is the spool difference in the s366 T3 borg warner vs the s400sx 67mm 1.10 divided T4 on a 2l evo 8.
My old s366 spooled at around 5500rpm, looking to get the s400 67mm turbo for that 8-900 hp goal.
Not sure if anyone has asked but what is the spool difference in the s366 T3 borg warner vs the s400sx 67mm 1.10 divided T4 on a 2l evo 8.
My old s366 spooled at around 5500rpm, looking to get the s400 67mm turbo for that 8-900 hp goal.
#599
I'm going to install EFR6758 0,64 a/r to my Evo 9 2,0L. The goal is 400whp with spool, better or at least equal than stock. But the turbo is not twin-scroll. Did anybody have the experience with such config? Did anybody see dyno results? Do you have any comments or suggestion?
#600
Evolving Member
I'm going to install EFR6758 0,64 a/r to my Evo 9 2,0L. The goal is 400whp with spool, better or at least equal than stock. But the turbo is not twin-scroll. Did anybody have the experience with such config? Did anybody see dyno results? Do you have any comments or suggestion?
Look at post #2387 here and follow the link in it to the perrin test and tune:
https://www.evolutionm.net/forums/ev...l#post10659952
In the Perrin test and tune there are some comparisons to other tests they did with a 6758, with I don't know what a/r turbine housing, and some other turbos. The comparisons you see in this Perrin thread, you could probably find the article they did for each one originally on the Perrin site.
Here is a link directly to the perrin 7163 article:
http://blog.perrinperformance.com/bo...test-and-tune/
Last edited by Talonboost; Mar 25, 2013 at 09:14 PM.